V 


INSTRUCTIONS  FOR  THE 

OPERATION,  CARE,  AND  REPAIR 

> 

OF 

MAIN  PROPELLING 


MACHINERY 


SECTION  IV 

DIESEL  ENGINES 

(  Reprint  of  Section  IV,  Chapter  7,  of  the  Manual  of  Engineering  Instructions  ) 


NAVY  DEPARTMENT 
BUREAU  OF  ENGINEERING 


ftif  Hi  : 

OCT  3  0 

N-'VEfis.ry  ot  tLLmm 


WASHINGTON 

GOVERNMENT  PRINTING  OFFICE 

1924 


“Sc  <fe. 


Gai.4-34 

~UNr\  "3  <- 


MANUAL  OF  ENGINEERING  INSTRUCTIONS. 


CHAPTER  7 


SECTION  IV.— DIESEL  ENGINES. 

(Articles  7-800  to  7-910.) 

Part  1.  General.  Articles  7-800  to  7-801,  inclusive. 

Part  2.  Operating  instructions.  Articles  7-810  to  7-846,  inclusive. 

A.  Starting.  Articles  7-810  to  7-813,  inclusive. 

B.  Operation  under  way.  Articles  7-820  to  7-838,  inclusive. 

C.  Stopping  and  securing.  Articles  7-845  to  7-846,  inclusive. 
Part  3.  Care  and  repair.  Articles  7-854  to  7-884. 

Part  4.  Tests  and  inspections.  Article  7-895. 

Part  5.  Safety  precautions.  Article  7-900. 

Part  6.  Repair  guide  list.  Article  7-910. 


CT7> 


PART  1.— GENERAL. 

7-800.  Due  to  the  high  speeds  of  rotating  apd  reciprocating  ^ ^etVi^ '  ^ y 
parts,  high  pressures,  high  temperatures,  and  complicated  fuel, 
lubricating,  and  cooling  systems  inherent  in  engines  working  on 
the  Diesel  principle,  it  is  absolutely  necessary,  in  order  to  insure 
successful  operation,  that  all  commissioned  and  enlisted  per¬ 
sonnel  assigned  duties  in  connection  with  operation  and  repairs 
to  Diesel  engines  he  thoroughly  familiar  with  the  details  of  the 
principle  of  construction,  operation,  adjustments,  and  repairs  in¬ 
volved.  Due  to  the  limited  use  of  Diesel  engines  in  the  naval 
service  at  present  and  to  the  rapid  development  now  being  made 
in  this  method  of  power  development,  both  in  the  naval  service 
and  commercially,  the  courses  at  the  Naval  Academy  and  at  the 
trade  schools  for  enlisted  men  must  be  followed  up  by  careful 
and  constant  training  and  educating  of  the  personnel  afloat. 

7-801.  (1)  All  commanding  and  engineer  officers  of  submarines,  Instructions  to 
and  other  commissioned  and  enlisted  personnel  having  duties  in  be  stud,,>d* 
connection  with  operation  and  maintenance  of  Diesel  engines,  be¬ 
fore  being  considered  qualified  for  this  duty,  should  first  be 
thoroughly  familiar  with  the  following  bureau  instructions : 

(a)  Descriptive  pamphlets  and  instructions  for  the  care  and 
operation  of  Diesel  engines,  prepared  by  the  builders  of  the  en¬ 
gines  and  issued  to  the  commanding  officers  by  the  Bureau  of 
Engineering.  The  instructions  contained  in  these  pamphlets  are 
to  be  followed.  In  case  of  discrepancy  between  the  general 
'instructions  and  safety  precautions  given  in  the  Manual  of  Engi¬ 
neering  Instructions  and  the  descriptive  pamphlets  mentioned 
above,  the  bureau  shall  be  informed,  and  instructions  requested 
as  to  which  procedure  is  to  be  followed. 

(ft)  Bureau  orders  and  circular  letters. 

70182° — 24 


7-401 


7-402 


CHAPTER  7,  SECTION  IV. 


Textbooks  and  (2)  In  addition  to  the  above,  the  following  subjects  should  be 
studied™1*  t0  mastered  from  study  of  such  reference  and  text  books  and  current 
periodicals  as  the  department  may  furnish  to  libraries  of  sub¬ 
marines,  tenders,  and  bases  from  time  to  time: 

(a)  Theory  of  the  Diesel  cycle. 

(5)  Difference  between  two  and  four  cycle  Diesel  engines. 

(c)  Advantages  and  disadvantages  of  two  and  four  cycle  en¬ 
gines. 

( d )  What  takes  place  during  each  portion  of  the  Diesel  cycle, 
two  and  four  cycle,  and  reasons  therefor. 

(e)  Thorough  understanding  of  how  to  take  and  analyze  in¬ 
dicator  diagrams  on  Diesel  engines  and  to  locate  faults  therefrom. 

(f)  Practical  calculations  for  mechanical  efficiency,  B.  H.  P., 
I.  H.  P.,  mean  effective  pressure  (indicated  and  brake),  piston 
speeds,  and  electric  H.  P.  delivered  by  a  Diesel  eugine  generator. 

(</)  Fuel  and  lubricating  oils,  composition  and  methods  of  re¬ 
fining.  Advantages  and  disadvantages  of  the  various  qualities. 
Methods  of  testing  for  viscosity,  flash  point,  fire  point,  calorific 
value,  specific  gravity,  and  tests  for  presence  of  both  fresh  and 
salt  water  in  oil. 


PART  2.— OPERATING  INSTRUCTIONS. 


Valves  In  cyl 
inder  bead. 


A. - STARTING. 

Preparation  7-810.  Many  of  the  inspections  itemized  below  may  not  be  nec- 
for  starting  en¬ 
gines  not  in  use  essary  during  preparation  for  starting  when  engines  have  not 

for  some  time.  peen  use  for  some  time.  The  engineer  officer  must  decide 

which  are  necessary,  keeping  in  view  the  condition  of  the  engine, 

the  time  it  has  been  idle,  and  the  attention  given  during  the 

idle  period : 

(a)  Examine  all  working  parts  of  the  engine  and  see  that  they 
are  clear  for  running  and  in  good  condition.  Go  carefully  over 
all  nuts,  bolts,  and  locking  devices. 

(7;)  Test  spray  valves.  Lubricate  valve  spindle  and  test  for 
freedom  of  motion.  Grind  in  or  replace  if  necessary.  See  that 
nozzle  holes  are  clear  and  of  proper  size. 

(c)  Test  by  hand  exhaust,  intake,  and  starting  valves  for  free 
movement.  If  stiff,  lubricate  with  mixture  of  lubricating  and 
fuel  oil ;  if  this  is  unsuccessful,  dismount  and  clean.  See  that  all 
valve  springs  are  properly  in  place  and  working. 

( d )  Check  up  clearances  of  all  valve  rollers;  clearances  to  be 
measured  between  roller  and  concentric  part  of  cam.  Check  spray 
valve  lift. 

(e)  Take  out,  clean,  and  reinstall  air  compressor  valves, 

sys-  ( f )  Clear  fuel  oil  gravity  tank  of  wrater  and  sediment.  See 

that  all  valves  are  in  proper  position.  Clean  filters  and  suction 
strainers. 

( g )  Check  suction  valves  of  fuel  measuring  pump,  and  pump 
lines  full  to  each  check  valve  body.  Test  for  the  amount  of  flow 
to  each  valve. 

Lubricating  (ft)  Clean  out  crank  case  and  all  filters.  Pump  water  or  sedi- 
aad  cooling  oil.  ment  from  sump  tanks,  then  run  oil  purifier  until  oil  is  pure.  Re¬ 
plenish  oil  in  sump  tanks  if  necessary.  See  that  the  gauge  cock 
is  clear  and  fastened  in  open  position,  and  that  all  valves  and 


Fuel 

tern. 


oil 


DIESEL  ENGINES. 


7-403 


cocks  are  in  running  position.  Start  independent  driven  lubricat¬ 
ing  oil  pumps  and  force  oil  through  the  system.  Inspect  for  leaks 
inside  and  outside  of  crank  case.  Fill  up  grease  cups  and  screw 
them  down  tight.  Lubricate  by  hand  all  rubbing  parts  that  are 
not  lubricated  by  pressure.  Fill  mechanical  oilers  and  turn  them 
by  hand  until  oil  comes  out  of  overflow  valves.  Jack  engine  over 
several  times  by  hand  with  independent  lubricating  oil  pump  run¬ 
ning.  See  that  the  mechanical  oilers  for  the  working  and  air 
compressor  cylinders  are  functioning  properly. 

(0  Clean  cooling  water  filters  and  blow  out  the  sea  valve. 
Set  all  cocks  and  valves  in  running  position.  See  that  the 
gauge  cocks  are  clear  and  secured  in  the  open  position.  Start  the 
independent  driven  circulating  water  pump.  Verify  the  flow  of 
water  through  each  individual  part  of  the  engine.  Inspect  for 
leaks,  especially  in  packing  glands  on  cylinder  liners  inside  of 
crank  case,  when  installed.  Renew  zincs  where  necessary. 

(;)  Open  the  air  compressor  throttle.  Close  drains  and  vents, 
except  drain  from  flasks.  Open  valves  to  spray  air  flasks.  See 
that  all  gauge  cocks  are  clear,  and  secured  in  open  position. 
Blow  through  spray  air  line.  Test  spray  air  relief  valves. 
Fill  spray  air  flasks  to  about  900  lbs.  Test  the  tightness  of 
the  spray  air  valves  by  opening  the  indicator  cocks  with  the 
starting  lever  on  the  stop  position.  If  the  exhaust  and  inlet  air 
valves  have  not  been  tested  recently  they  may  be  tested  by  means 
of  spray  air  pressure,  taking  care  not  to  admit  sufficient  air  to 
turn  the  engine  over. 

(k)  Test  the  fuel  oil  pump  under  pressure  for  leaks. 

( l )  Slowly  open  the  valve  on  the  spray  air  flasks  connecting 
them  to  the  air  compressor  and  see  that  the  air  lines,  high-pressure 
air  coolers,  and  separators  are  tight.  Where  suitable  provisions 
are  made,  the  valve  in  the  drain  manifold  may  be  cracked  to 
admit  air  into  the  air  coolers  and  separators  of  low  and  inter¬ 
mediate  stages  to  test  them  for  leaks.  The  corresponding  gauges 
on  the  gauge  board  must  be  watched  so  that  at  no  time  shall  the 
ordinary  running  pressures  be  exceeded.  By  slowly  opening  the 
A-alve  connecting  the  spray  air  flasks  to  the  engine,  the  spray  air 
lines  may  be  tested,  and  in  a  similar  manner  the  starting  air 
lines  may  be  tested  by  opening  the  valve  on  the  starting  air 
flask. 

(???)  Prime  the  fuel  lines  up  to  the  spray  valves  by  hand. 

7-811.  Immediately  before  starting,  or  when  starting  after  sur¬ 
facing  : 

(a)  Open  the  circulating  water  overboard  discharge  valve,  and 
after  a  few  minutes  close  the  air  vents  and  drainage  valves  on 
the  mufflers  if  these  are  installed. 

(&)  Jack  the  engine  over  by  hand  at  least  one  revolution  with 
indicator  cocks  open,  observing  closely  for  any  indications  of 
water  in  the  cylinders. 

( c )  Disengage  hand  jacking  gear. 

(d)  To  further  insure  there  is  no  water  in  the  cylinders,  turn 
the  engine  over  a  few  revolutions  by  air  with  indicator  cocks  open 
in  the  following  manner:  Place  the  starting  mechanism  on  the 
starting  position,  then  crack  the  main  valve  on  the  starting  flask 


Cooling  water. 


Starting  and 
spray  air. 


Fuel  oil  pump. 

Test  of  air 
lines. 


Priming  lines. 

Procedure  im¬ 
mediately  before 
starting. 


7-404 


CHAPTER  7,  SECTION  IV. 


very  carefully  so  that  the  engine  turns  over  very  slowly.  If  there 
is  any  water  in  the  cylinders,  it  will  show  up  in  the  form  of 
spray  from  the  indicator  cocks.  To  get  all  the  water  out  of  the 
cylinder,  place  the  piston  on  top  dead  center  and  then  admit  spray 
air  through  the  spray  valve  until  dry  air  is  blown  out  of  the 
indicator  cocks.  If  water  is  present,  it  must  be  removed  before 
turning  engine  over  by  power. 

(e)  See  that  the  starting  levers  are  in  the  stop  position. 

(f)  Open  outboard  exhaust  valve. 

(g)  Throw  in  clutch. 

( h )  Close  vent  cocks  and  valves  on  the  starting  and  spray  air 
leads. 


Inspection  of 
pressures  after 
starting. 


Starting  by 
electric  motor. 


(i)  Close  indicator  cocks  after  engine  starts  to  turn  over. 

O’)  Open  the  fuel  regulating  valve  and  air  compressor  throttle. 
Place  all  valves  and  cocks  on  fuel  oil,  lubricating  oil,  and  cir¬ 
culating  water  systems  in  their  running  positions. 

(A;)  Oil  by  hand  and  set  up  on  grease  cups  as  required. 

(0  If  engines  are  of  the  reversing  type  set  the  reversing  gear 
in  the  proper  position. 

(m)  Start  up  detached  oil  and  water  pumps.  Shut  them 
down  after  engine  has  started  and  attached  pumps  have  taken 
the  load. 

( n )  Slowly  open  the  valves  to  spray  air  and  starting  flasks. 
The  spray  air  pressure  must  be  at  least  650  pounds;  if  the  flask 
pressure  is  below  this,  build  it  up  from  the  starting  or  ship’s 
flasks  or  by  turning  the  engine  over  with  the  main  motor  until 
the  necessary  pressure  is  built  up. 

(o)  The  inboard  exhaust  valve  should  be  open  and  drains  from 
exhaust  piping  and  manifold  should  be  closed  as  the  engine  starts 
to  turn  over. 

( p )  The  actual  manipulation  of  the  starting  gear  must  con¬ 
form  strictly  with  the  instructions  issued  to  commanding  officers 
for  the  particular  installation  in  question. 

7-812.  On  starting  observe  the  various  gauges  carefully.  If, 
after  a  few  revolutions,  the  pressure  on  the  lubricating  oil,  cir¬ 
culating  water,  or  intermediate  stages  of  air  compressor  should 
not  commence  to  rise,  as  indicated  by  the  needle  remaining  sta¬ 
tionary,  the  engine  shall  immediately  be  stopped  and  reported 
“  out  of  order  ”  until  the  cause  is  found  and  remedied.  The  nor¬ 
mal  pressures  and  temperatures  to  be  maintained  are  issued  with 
the  instruction  for  each  particular  installation  and  should  be 
carefully  followed. 

7-813.  In  many  installations  air  starting  is  not  provided  and 
even  if  it'  is  provided  it  is  frequently  more  advisable  to  start 
with  the  main  motors,  as  the  engine  can  be  started  more  slowly 
by  the  latter  method  and  time  and  care  can  be  taken  to  see 
that  everything  is  in  proper  working  order.  This  method  must 
necessarily  be  used  when  starting  flask  pressure  is  low  and  no 
auxiliary  air  is  available,  and  is  preferable  where  temperatures 
are  so  low  as  to  make  air  starting  difficult.  In  general,  the 
procedure  outlined  in  article  7-811  is  carried  out,  with  the  fol¬ 
lowing  additional  instructions ; 


DIESEL  ENGINES. 


7-405 


( Or)  The  fuel  oil  control  must  be  set  so  that  no  fuel  is  ad¬ 
mitted  to  the  spray  valves  until  the  engine  is  up  to  necessary 
speed  and  ready  for  firing. 

( b )  The  starting  levers  must  be  in  the  stop  position. 

(c)  The  reversing  gear,  if  provided,  must  be  set  in  the  same 
direction  as  the  motor. 

(d)  The  indicator  cocks,  or  hand  operated  relief  valves,  should 
be  open. 

(e)  The  engines  should  be  started  as  slowly  as  possible  and 
the  revolutions  per  minute  increased  very  slowly. 

(f)  The  starting  levers  are  not  to  be  shifted  to  running  posi¬ 
tion  until  the  engine  is  turning  over  at  least  100  R.  P.  M.  and 
the  spray  air  is  up  to  at  least  650  pounds. 

(g)  Fuel  must  be  admitted  gradually  and  when  the  engine 
fires  and  takes  the  load,  the  main  motor  should  be  cut  out. 

(70  The  precautions  outlined  in  article  7-811  (b)  for  air  start¬ 
ing,  regarding  presence  of  water  in  cylinders  and  the  provisions 
of  article  7-812  regarding  gauge  pressures  must  be  adhered  to. 

B. - OPERATION  UNDER  WAY. 

7-820.  Engines  must  not  be  run  at  critical  speeds.  To  do  so 
will  result  in  overstressing,  and  eventually  in  breaking  of  shaft¬ 
ing,  heating  of  bearings,  and  other  serious  incidental  damage. 
When  going  from  one  speed  to  another  the  critical  ranges  must 
be  passed  through  as  quickly  as  possible.  Detailed  information 
relative  to  critical  speeds  will  be  issued  with  each  installation. 
Tachometers  will  be  marked  to  show  ranges  of  critical  speeds  in 
which  it  is  forbidden  to  operate  except  in  emergency.  The  in¬ 
accuracy  and  unreliability  of  tachometers  is  well  known.  They, 
therefore,  must  be  checked  with  mechanical  counters  at  least 
once  every  four  hours  and  if  found  to  be  in  error,  proper  cor¬ 
rection  must  be  made  to  tachometer  readings  to  insure  that  the 
engines  are  not  operated  at  critical  speeds  as  indicated  on  the 
tachometers. 

7-821.  When  starting  from  cold  the  load  on  engines  must  be 
built  up  gradually.  At  least  the  following  time  intervals  should 
be  allowed;  to  build  up  to  cruising  speed,  5  minutes;  to  full 
speed,  15  minutes;  to  emergency  speed,  20  minutes.  Under 
normal  conditions  of  operation  the  above  time  intervals  should 
be  doubled. 

7-822.  Neither -the  designed  limiting  M.  E.  P.  nor  the  limiting 
piston  speed  of  any  installation  shall  ever  be  exceeded.  In 
order  not  to  exceed  the  designed  piston  speed  it  is  only  neces¬ 
sary  not  to  exceed  the  maximum  allowable  R.  P.  M. 

7-823.  To  determine  the  proper  engine  speed  with  maximum 
M.  E.  P.  in  cases  where  the  motors  may  be  run  at  the  full  rated 
horsepower  of  the  engines,  proceed  as  follows : 

(a)  On  the  latest  approved  standardization  curves  draw  a  line 
of  maximum  M.  E.  P.  Figure  7-41  shows  an  example  as  applied 
to  the  S-1S  to  S-41  class  of  submarines.  This  line  is  determined 
by  two  points,  1,200  B.  H.  P.  at  3S0  R.  P.  M.,  and  1,200  X  ff£= 
1,105  B.  PI.  P.  at  350  R.  P.  M.  In  a  similar  manner  several  more 
converging  straight  lines  corresponding  to  various  percentages  of 
overload  may  be  added. 


Critical  speeds. 


Building  up 
load  after  cold 
starting. 


Excessire  pres¬ 
sure  and  piston 
speeds. 


Maxi  m  u  in 
M.  E.  r. 


7-406 


CHAPTER  7,  SECTION  IV. 

(b)  A  run  on  motors  of  at  least  five  minutes’  duration  must 
be  made  to  determine  the  It.  P.  M.  at  full  horsepower  of  the  en¬ 
gines.  Point  F,  1,200  B.  H.  P.  at  375  R.  P.  M.  may  thus  be  ob¬ 
tained.  Another  run  of  similar  duration  at  a  slightly  smaller 
load  on  the  motors  is  made  and  point  G,  1,100  B.  H.  P.  at  366 
R.  P.  M.,  plotted.  Thus  a  straight  line  FG  may  be  drawn  as  a 
part  of  the  B.  H.  P.-R.  P.  M.  curve  for  each  individual  boat 
under  existing  conditions  of  bottom  and  trim. 

(c)  Point  H  at  the  intersection  of  the  line  FG  with  the  line 
of  maximum  M.  E.  P.  gives  the  R.  P.  M.  at  which  the  engines 
may  be  run  without  exceeding  their  designed  maximum  M.  E.  P. 
In  our  example  point  H  gives  373  R.  P.  M. 

(d)  If  it  is  desirable  to  carry  a  floating  battery  load  on  the  mo¬ 
tors,  a  line  parallel  to  the  line  of  maximum  M.  E.  P.  correspond¬ 
ing  to  the  deduction  for  float  in  B.  H.  P.  may  be  drawn.  The  in¬ 
tersection  of  line  FG  with  this  float  allowance  line  at  point  I 
gives  the  R.  P.  M.  In  our  example  a  floating  load  of  25  B.  H.  P. 
was  allowed  and  the  speed  reduced  thereby  to  370  R.  P.  M. 

(e)  Attention  is  called  to  comparative  results  obtained  from 
two  sister  ships  of  this  class.  On  one  the  trials  were  run  with 
clean  bottom,  the  other  Avas  six  weeks  out  of  dock.  The  first 
one  could  run  the  engines  full  speed  (380  R.  P.  M.)  and  still  be 
2^  per  cent  below  the  maximum  M.  E.  P. ;  the  other  would  be 
overloading  the  engines  about  15  per  cent  if  run  at  the  same 
R.  P.  M.,  point  A.  Even  when  developing  the  designed  horse¬ 
power  at  the  slower  speed  of  367  R.  P.  M.  as  shown  by  point  B, 
the  engines  would  be  overloaded  by  about  4  per  cent.  Point  C 
shows  the  proper  speed  for  the  engines  without  overloading, 
362  R.  P.  M.,  or  if  an  allowance  of  say  35  B.  H.  P.  be  made  for 
float,  the  engine  speed  should  not  exceed  358  R.  P.  M. 

indicator  7-824.  In  case  the  horsepower  of  the  motor  is  not  sufficient  to 
curds  in  deter* 

mining  M.  E.  p.permit  running  full  engine  horsepower,  the  only  criterion  of  over¬ 
loading  will  be  the  indicator  card.  In  such  cases  the  card  must 
be  planimetered,  or  the  area  figured  out  in  some  other  appropriate 
manner.  This  area  divided  by  the  length  of  the  card  will  express, 
in  the  scale  of  the  spring  used,  the  indicated  M.  E.  P.,  and  this 
must  not  exceed  110  to  120  pounds  square  per  inch. 

Causes  of  ex-  7-825.  (1)  Any  of  the  following  conditions  may  seriously  in- 
(.ssire  M.  E.  p*crea se  |]ie  yp  pp  p.  f0r  any  given  horsepower,  and  should  always 

be  considered  and  allowed  for: 

(a)  One  or  more  cylinders  not  developing  proper  proportion 
of  power. 

(b)  Increase  in  foulness  of  bottom,  bent  propellers,  or  shafting 
out  of  alignment. 

(c)  Increase  of  draft,  change  of  trim,  setting  of  submerged 
bow  planes  or  stern  diving  rudders,  condition  of  sea. 

(d)  Towing  another  vessel. 

( e )  Running  on  one  engine. 

(2)  Under  the  above  conditions,  the  revolutions  per  minute 
and  brake  horsepower  should  be  reduced  sufficiently  to  bring  the 
M.  E.  P.  within  the  designed  limits.  Always  remember  that  de¬ 
signed  pressures  on  steam  boilers  are  rarely  exceeded,  as  injuries 
to  both  personnel  and  material  may  be  disastrous.  In  internal- 
combustion  cylinders  the  injuries  to  material  are  likely  to  be  just 
as  disastrous,  although  the  danger  to  personnel  may  not  be  present. 


3 fill  ON 3  JO  aVOUJAQjQ  ofa 


DIESEL  ENGINES. 


7-407 


0: 

<$s 


Fig.  7-41. 

B.  H.  P.  and  R.  P.  M.  curves  for  S-18  to  S-41  class  of  submarines,  showing  method  of 

determining  engine  speed  for  maximum  M.  E.  P. 

2 


76182°— 24 


7-408 


CHAPTER  7,  SECTION  IV. 


indications  of  7-826.  Watch  the  gauges  and  thermometers  carefully  at  all 
times,  and  see  that  needles  and  pointers  are  in  the  proper  fields 
for  the  power  being  developed.  If  exhaust  temperatures  are  high, 
exhaust  smoky,  and  the  engine  generally  overheated,  the  engine  is 
probably  overloaded  and  should  be  slowed  down  immediately. 
watcr.CUlatlHS  7-827.  Circulating  water  should  be  at  about  the  same  tempera¬ 
ture  from  each  cylinder  discharge.  Circulating  water  temperar 
tures  should  never  exceed  122°  F.  at  the  overboard  discharge,  as 
higher  temperatures  will  cause  deposits  of  salt  and  other  solids 
in  the  water  in  the  jacket  spaces.  The  circulating  water  through 
the  air  coolers  should  be  as  cold  as  possible. 

Danger  of  cold  7-828.  Under  no  condition  must  a  large  amount  of  cold  water 

water  in  hot  en¬ 
gine.  be  driven  suddenly  into  a  hot  engine.  This  causes  sudden  cooling, 

resulting  in  cracked  cylinder  heads  and  cylinders,  and  seizing 

of  pistons. 

Circulating  7-829.  When  the  circulating  water  can  not  be  increased  and 
water  fails.  ,,  ,  ,  ,  .  7  . 

the  temperatures  are  too  high  stop  the  engine. 

7-830.  Keep  the  air  compressors,  starting  flasks,  and  spray  air 
flasks  drained. 

inspection ano  7-831.  Watch  carefully  all  bearings  and  other  moving  parts, 
mov ing  ftp arts .  °f  and  when  it  can  be  done  with  safety,  feel  them  from  time  to 
time.  All  bearings,  rocker  arms,  links,  valve  guides,  etc.,  not 
connected  to  the  force  lubrication  system  must  be  oiled  by  hand 
every  hour  and  grease  cups  must  be  set  up. 

inspection  of  7-832.  (1)  See  that  the  mechanical  oilers  are  feeding  and  that 
they  do  not  get  air  bound.  Check  the  oil  level  in  the  sump  tanks 
from  time  to  time  and  keep  them  approximately  three-fourths 
full.  Keep  the  lubricating  oil  purifiers  running  at  all  times  when 
one  or  more  engines  are  in  operation,  and  for  a  sufficient  length 
of  time  after  shutting  down  to  keep  the  oil  pure. 

(2)  Test  the  lubricating  oil  for  presence  of  salt  water  before 
getting  under  way  and  once  during  each  watch  while  the  engine 
is  in  operation.  Lack  of  necessity  for  the  usual  amount  of  make¬ 
up  oil  or  a  rise  of  oil  level  in  the  sump  tanks  indicate  oil  or 
water  leakage  from  a  source  outside  the  system  and  continued 
operation  under  these  conditions  will  lead  to  disastrous  results. 
Keep  the  filters  and  strainers  whole  and  clean. 

Lubricating-  7-833.  Where  by-passes  are  fitted  from  the  circulating  water 
oil  tempo.. iturcs.  discharge  £0  the  circulating  water  pump  suction,  water  through 
the  cooler  should  be  regulated  so  as  to  give  an  oil  discharge  tem¬ 
perature  from  the  cooler  not  warmer  than  95°  F.,  or  cooler  than 
78°  F.  The  piston  cooling  discharge  must  not  be  warmer  than 
140°  F. 

Temperature  of  7-834.  Air  discharged  from  an  air  cooler  must  be  as  cold  as  pos- 
air  from  cooler.  never  higher  than  140°  F.  When  an  increase  of  circulating 

water  is  of  no  benefit  the  cooler  tubes  must  be  cleaned. 

Rocker  arm  7-835.  Watch  the  rocker  arm  rollers  for  play.  If  the  proper 
rollers.  x  x 

play  is  lacking  the  rollers  will  run  hot. 

Engine  ex-  7-836.  Even  under  full  load  the  engine  exhaust  should  be  almost 

haust. 

invisible.  If  exhaust  is  dark,  the  engine  is  overloaded  or  not 
properly  adjusted. 


DIESEL  ENGINES.  7-409 

7-837.  The  engine  must  be  kept  properly  cleaned  at  all  times.  Care  iu  clean- 

lug*' 

Oil  from  leaks  may  result  in  fire;  dirt  or  grit  may  result  in  a  hot 
roller,  cam,  or  other  working  part ;  a  mislaid  wrench  may  foul  a 
moving  part  and  completely  disable  the  engine. 

7-838.  Take  the  floor  plates  up  as  necessary  for  examination  ,  inspection  of 

bilges  and  out- 

underneath  from  time  to  time.  Inspect  the  exhaust  on  the  out-  board  exhaust, 
board  side  of  the  engine  at  least  once  each  watch. 

C. — STOPPING  AND  SECURING. 

7-845.  To  stop  the  engine,  proceed  as  follows:  Stopping  the 

engine. 

(a)  Place  the  starting  levers  in  the  stop  position,  or  the  fuel 
handwheel  in  the  “  fuel  off  ”  position,  according  to  the  instal¬ 
lation. 

(&)  Place  the  reverse  gear  midway  between  ahead  and  astern 
if  air  reversing  is  installed. 

(c)  If  running  on  attached  pumps,  start  electric  driven  inde¬ 
pendent  lubricating  and  piston  cooling  oil  pump. 

(d)  If  running  on  attached  pumps,  start  the  independent  cir¬ 
culating  water  pump  slowly  and  throttle  it  down  so  as  to  main¬ 
tain  just  enough  circulation  of  water  through  the  jackets  to  pre¬ 
vent  a  rise  in  the  jacket-water  temperature  sufficient  to  cause 
deposits  of  salt  and  solids.  If  independent  pump  is  running, 
slow  and  throttle  it  down  as  above. 

(e)  Close  the  inboard  exhaust  valve. 

if)  Open  the  drain  cocks  on  exhaust  line  and  headers. 

( g )  Disengage  the  main  engine  clutch. 

( li )  If  about  to  submerge — 

(1)  Shut  the  outboard  exhaust  valve. 

(2)  Open  vent  and  drain  valve  to  the  muffler. 

(3)  Stop  the  circulating  water  pump  and  close  the  sea 
valves. 

(i)  Close  till  valves  on  the  starting  and  spray  air  flasks. 

( j )  Open  the  drain  valves  on  all  air  compressor  separators. 

(k)  Open  the  vent  cocks  and  valves  on  spray  and  starting  air 

lines. 

( l )  Open  the  indicator  cocks. 

(w)  Close  the  cocks  and  valves  on  the  fuel-oil  line. 

( n )  Fifteen  minutes  after  stopping,  if  not  submerging,  stop 
the  lubricating  oil  pump  and  the  circulating  water  pump,  and 
close  the  sea  valves. 

(o)  Immediately  after  stopping,  feel  all  bearings  and  parts 
subject  to  overheating.  Jack  the  engine  over  by  hand  as  neces¬ 
sary  to  feel  the  various  bearings. 

( p )  See  that  all  indicator  cocks  on  hand-operated  relief  valves 
in  working  cylinders  and  air  compressors  are  open  and  that 
pressure  is  off  spray  and  starting  air  lines.  Carefully  observe  all 
gauges  to  make  sure  that  pressure  is  off.  If  pressure  is  left  on , 
the  possibility  of  serious  accident  is  imminent. 

(q)  Clean  the  engine  and  floor  plates  thoroughly  and  see  that 
the  bilges  are  dry. 

(r)  Remedy  any  troubles  discovered,  regardless  of  how  minor 
their  character  may  appear. 


7-410 


CHAPTER  7,  SECTION  IV. 


Observations 
while  submerg¬ 
ing. 


General  in¬ 
structions  re¬ 
garding  care  and 
repair. 


Laying  up  of 
engines  tempo¬ 
rarily. 


Precautions  in 
freezing weather. 


Overhaul  peri¬ 
ods. 


Spray  valves. 


7-846.  (a)  While  submerging,  observe  the  drains  from  the  ex¬ 
haust  lines  to  make  sure  that  the  overboard  exhaust  valves  are 
tight.  These  drains  must  be  plainly  visible.  If  leaks  are  found, 
start  the  bilge  pump  in  time  to  prevent  water  from  reaching  the 
electrical  machinery  or  wiring  while  on  an  uneven  keel. 

( b )  Watch  circulating  water  gauges  to  make  sure  that  sea 
valves  are  tight. 

PART  3.— CARE  AND  REPAIR. 

7-854.  In  order  to  keep  the  engines  in  reliable  operating  condi¬ 
tion  it  is  necessary  to  dismount  the  various  parts  at  regular  in¬ 
tervals  and  clean  them  thoroughly,  rather  than  to  wait  until 
some  trouble  makes  dismounting  necessary.  In  this  connection, 
it  is  impossible  to  lay  down  hard  and  fast  rules  for  the  length 
of  time  between  inspections,  as  service  conditions  vary  and  foul¬ 
ing  varies  with  the  quality  of  the  lubricating  oil  and  fuel.  The 
skill  of  the  engineers  is  an  important  factor,  especially  their 
ability  to  detect  quickly  any  irregularity  in  the  running  of  the 
engine.  The  intervals  of  time  laid  down  for  dismounting  and 
cleaning  of  various  parts  should  be  changed  to  suit  different  con¬ 
ditions,  depending  on  the  service  performed  and  personal  ex¬ 
perience. 

7-855.  (a)  When  an  engine  is  not  to  be  used  for  a  consider¬ 
able  length  of  time,  all  parts  must  be  covered  with  a  thick  coat 
of  grease  to  prevent  corrosion. 

(b)  In  order  to  make  sure  that  all  bearing  surfaces  of  the 
cylinders  and  pistons  are  well  oiled,  after  cleaning,  turn  the 
engine  over  for  15  minutes  at  about  200  It.  P.  M.  with  the  main 
motor,  with  all  oiling  and  lubricating  systems  in  operation.  Re¬ 
peat  this  cleaning,  greasing,  and  turning  over  by  electric  motor 
once  a  month. 

(c)  Jack  the  engine  over  by  hand  daily,  taking  care  that  the 
pistons  take  a  different  position  each  day. 

7-856.  In  freezing  weather,  all  water  jackets,  cooling  chambers, 
etc.,  must  be  thoroughly  drained  and  blown  out  one  by  one, 
using  low  pressure  air.  Proper  blowmg  out  of  the  water  can  be 
accomplished  only  by  closing  off  all  cooling  spaces  and  emptying 
them  separately ,  one  after  the  other. 

7-857.  In  order  to  keep  the  engines  in  reliable  running  con¬ 
dition,  it  is  necessary  to  dismount  certain  parts  periodically  for 
examination,  cleaning,  grinding  in,  etc.  The  interval  of  time  for 
this  routine  work  is  issued  with  the  individual  instructions  for 
each  installation.  Due  to  service  conditions  it  may  be  impossible 
to  follow  this  routine  exactly.  In  such  cases  the  routine  must  be 
carried  out  at  the  first  opportunity  afforded  after  the  specified 
interval  of  time  lias  elapsed,  and  responsibility  rests  with  the 
commanding  officer  to  make  proper  requests  for  overhaul  periods 
as  required. 

7-858.  {a)  Before  inspecting  spray  valves,  vent  the  spray  air 
lines.  At  routine  examinations  lubricate  the  packing  and  guides. 
Examine  the  nozzle  plate  holes  and  orifices.  On  long  runs  the 
spray  valve  spindle  should  be  given  a  couple  of  turns  every  48 


DIESEL  ENGINES. 


7-411 


hours  where  special  provision  is  made  to  permit  this,  in  order 
to  prevent  sticking  of  the  spindle.  When  removing  spray  valve 
needles  take  necessary  precautions  to  insure  that  fuel  oil  is  not 
pumped  into  the  cylinder  by  the  hand  pump  or  a  dangerous  ex¬ 
plosion  may  occur  on  starting.  The  valve  needles  must  work 
freely,  and  should  fall  on  their  seats  themselves  when  turned 
around  two  or  three  times.  When  installing  the  valve  needle, 
turn  it  back  and  forth ;  if  it  sticks  in  one  place  and  moves 
easily  in  another,  the  spindle  is  bent  and  must  be  immediately 
replaced. 

(b)  A  dirty  atomizer  will  give  poor  combustion  and  cloudy  ex¬ 
haust.  The  atomizer  holes  should  be  cleaned  periodically  with 
brass  wire  of  suitable  size. 

(c)  Spray  valve  packing  must  not  be  set  up  while  the  engine 
is  turning  over.  When  a  spray  valve  stuffing  box  leaks,  new 
packing  must  not  be  put  on  top  of  the  old.  The  old  packing 
must  be  removed,  the  stuffing  box  cleaned,  and  new  packing  in¬ 
serted. 

(d)  Unnecessary  grinding  in  of  spray  valves  is  to  be  avoided. 
It  is  necessary  only  when  the  seat  has  been  damaged  and  leaks. 
In  grinding  in  spray  valves  use  only  the  finest  grinding  compound. 
To  test  for  leaks,  open  the  indicator  cocks  and  admit  spray  air 
up  to  the  valves. 

7-859.  (a)  Air  intake  and  exhaust  valves  should  be  carefully 
examined  and  ground  in  every  two  weeks  if  possible.  If  the 
engine  is  running  at  full  or  overload,  the  duty  of  the  exhaust 
valves  is  very  severe  and  they  must  be  examined  more  often.  See 
that  the  cooling  spaces  in  the  exhaust  valves  and  cages  are  kept 
clear. 

(b)  To  test  the  exhaust  or  intake  valves  for  leaks,  jack  the 
engine  over  until  the  cylinder  is  on  top  dead  center ;  close  the  in¬ 
dicator  cocks  and  place  the  starting  levers  and  reversing  wheel 
in  the  proper  position  to  allow  spray  air  to  blow  into  the  cylin¬ 
der  through  the  spray  valve.  If  the  valves  leak,  the  escaping  air 
can  be  heard. 

7-860.  (a)  A  leaky  cylinder  relief  valve  may  be  detected  by 
its  heating  up.  Relief  valves  must  be  tested  every  three  months 
even  where  there  are  no  indications  of  defects. 

(b)  Relief  valves  are  set  slightly  above  the  maximum  cylinder 
working  pressure  and  are  intended  to  call  attention  to,  and  pre¬ 
vent,  destructive  pressures.  Repeated  lifting  of  relief  valves  while 
the  engine  is  running  indicates  either  that  its  spring  has  become 
weakened ;  that  ignition  occurs  too  early,  i.  e.,  before  the  dead 
center ;  that  the  spray  air  is  too  high ;  or  that  the  spray  valve  is 
sticking  and  leaking.  When  this  occurs,  the  engine  must  be 
stopped  immediately  and  the  cause  of  the  trouble  determined  and 
remedied.  If  the  valve  lifts  when  starting,  it  may  be  caused  either 
by  sticking  or  leaking  of  the  spray  or  starting  valve ;  by  prema¬ 
ture  explosion  of  fuel  oil  in  the  cylinders;  or  by  too  heavy  spray 
air  pressure.  It  may  also  be  caused  by  admitting  fuel  to  cylin¬ 
ders  before  the  engine  is  speeded  up  to  sufficient  R.  P.  M.’s  to 
ignite  the  incoming  charge  of  oil. 


Dirty  atom¬ 
izers. 


Spray  valve 
packing. 


Grinding  in. 


Air  intake  and 
exhaust  valves. 


Cylinder  re¬ 
lief  valves. 


7-412 


F  u  ^  1  pumps 
Hindi  ralre  tim¬ 
ing. 

Governors. 


Air  compres¬ 
sors  and  coolers. 


Oil  in  air  com¬ 
pressor. 


A  i  r  starting 
valve  leaks. 


Compressor  re¬ 
lief  valves. 

Air  coolers 
and  separators. 


CHAPTER  7,  SECTION  IV. 

(c)  Relief  valves  must  never  be  locked  closed ,  except  in  cases 
of  emergency.  The  valves  must  then  be  replaced  or  repaired  as 
soon  as  possible. 

7-861.  The  instructions  issued  with  each  installation  regarding: 
fuel-measuring  pumps  and  valve-timing  adjustments  and  setting 
must  be  strictly  followed. 

7-862.  The  governor  and  governor  gear  must  move  freely  and 
should  be  cleaned  from  time  to  time  to  prevent  gumming  of  the 
lubricating  oil. 

7-863.  {a)  Air-compressor  pistons  should  be  withdrawn  and 
cleaned  at  least  once  in  six  months.  If  the  efficiency  of  the  com¬ 
pressor  falls  off,  examine  the  alignment  of  pistons  and  cylinders. 
See  that  the  rings  are  free  in  the  grooves,  so  that- they  exert  the 
proper  pressure  against  the  cylinder  walls.  Give  careful  attention 
to  air  compressor  valves.  They  must  be  removed,  inspected,  and 
cleaned  at  least  every  150  service  hours.  Weakened  springs  and 
defective  valves  must  be  replaced.  Excessive  fouling  of  valves  is 
due  to  too  much  lubricating  oil,  oil  wiper  rings  not  functioning 
properly,  improper  cooling  or  cleaning  of  the  air,  or  crank  case 
not  properly  drained. 

(&)  The  amount  of  oil  in  the  air  compressor  can  be  observed 
while  the  engine  is  running  by  opening  the  indicator  cock  and 
holding  a  piece  of  white  paper  in  front  of  it,  so  that  the  air  is 
blown  against  the  paper. 

(c)  Improper  operation  of  air  compressors,  especially  valves,  is 
recognized  at  once  by  a  diminished  pressure  in  the  intermediate 
stages.  The  normal  pressures  are  furnished  with  the  Instructions 
for  each  individual  installation  and  are  practically  independent 
of  the  R.  P.  M.  of  the  engine  and  of  the  actual  pressure  in  the 
spray  air  flasks. 

(d)  If  the  pressure  on  one  stage  is  above  normal,  it  means 
either  that  the  discharge  valve  of  that  stage,  or  the  suction  valve 
of  the  next  higher  stage,  is  leaking,  or  that  the  piston  rings  above 
this  stage  leak.  When  the  suction  valves  leak  the  suction  line 
becomes  hot. 

7-864.  Air  starting  valve  leaks  may  be  detected  when  running 
by  the  heating  of  the  air-starting  line  to  the  valve.  When  stopped 
they  may  be  detected  by  admitting  a  small  air  pressure  to  the 
air-starting  lines,  opening  the  indicator  cocks  and  listening  for 
escaping  air.  Take  care  that  no  oil  gets  into  air-starting  lines  or 
valves  as  explosions  in  the  cylinders  will  result. 

7-S65.  The  same  precautions  hold  for  compressor  cylinder  relief 
valves  as  for  working  cylinder  relief  valves. 

7-S66.  (a)  The  air  discharged  from  the  air-compressor  cylin¬ 
ders  is  considerably  heated  up  during  the  compression,  and  must 
be  cooled  as  much  as  possible  before  entering  the  next  stage  in 
order  to  prevent  explosions  of  lubricating  oil  vapor,  and  to  con¬ 
dense,  separate,  and  drain  off  as  much  as  possible  the  water  and 
oil  vapors.  To  accomplish  this,  a  combined  cooler  and  separator 
at  each  stage  discharge  is  provided.  The  air  must  leave  these 
coolers  as  cold  as  possible,  otherwise  uncondensed  oil  and  water 
are  drawn  into  the  next  stage,  resulting  in  fouling  of  the  valves 
and  piston  rings. 


DIESEL  ENGINES. 


7-418 


(b)  When  the  coolers  do  not  function  properly,  or  after  about 
1,500  hours’  operation,  they  must  be  broken  down  and  the  coolers 
and  separators  inspected  and  cleaned.  The  sediment  deposit  on 
the  tubes  should  be  removed  by  boiling  in  soda  solution.  After 
boiling,  blow  them  out  with  air  or  steam  and,  if  necessary,  scrape 
or  brush. 

(c)  Small  leaks  around  tubes  interfere  with  proper  circulation 
of  the  cooling  water.  They  may  be  detected  by  hot  spots  on  the 
tops  of  the  coolers.  Large  leaks  will  burst  safety  washers  or 
open  relief  valves. 

7-867.  Starting  and  spray-air  flasks  must  be  tested  hydrostati¬ 
cally  at  pressures  50  per  cent  in  excess  of  working  pressures  at 
intervals  not  to  exceed  two  years. 

7-868.  Exhaust  mufflers  and  exhaust  lines  should  be  inspected 
and  cleaned  every  six  months,  both  inside  and  through  the  jacket 
spaces. 

7-869.  Air-intake  ducts  to  working  cylinders,  scavenging  pump 
cylinders,  and  air-compressor  cylinders  are  to  be  kept  clean  so 
that  air  passage  is  not  restricted  and  engine  efficiency  thereby  re¬ 
duced.  Oil  must  not  be  allowed  to  accumulate  in  the  scavenging- 
receivers,  as  explosions,  with  disastrous  results,  are  likely  to 
occur. 

7-870.  Fuel-oil  filters  must  be  kept  clean.  The  period  for  clean¬ 
ing  will  depend  on  the  quality  of  the  oil.  Fuel-oil  lines  and  tanks 
should  be  cleaned  once  each  six  months.  See  Art.  38-110 (q). 

7-871.  Once  a  week  inspect  cams  and  spray-valve  needle  for 
freedom  of  movement  in  guide  or  stuffing  box.  Inspect  the  valve 
seat.  Inspect  the  atomizer  for  fouling.  It  may  be  that  premature 
or  irregular  combustion  is  being  caused  by  an  excess  of  lubricat¬ 
ing  oil  being  drawn  into  combustion  space,  due  to  worn  or  improp¬ 
erly  assembled  wiper  rings. 

7-872.  Inspect  intake  and  exhaust  valves  or  rotary  scavenging- 
valves  for  timing,  fouling,  and  tightness  every  two  weeks. 

7-873.  Zincs  must  be  inspected  from  time  to  time,  and  renewed 
when  necessary. 

7-874.  Indicator  diagrams  for  working  cylinders  show  the  work 
performed  in  the  cylinders,  the  sequence  of  events  of  the  cycle 
as  actually  taking  place,  and  in  conjunction  with  observations  of 
the  exhaust,  serve  to  judge  the  combustion.  A  good  combustion 
is  shown  by  a  clear  exhaust,  a  broad  diagram  during  combus¬ 
tion,  and  a  low  end  pressure  on  the  expansion  line.  If  the  indi¬ 
cator  diagrams  show  irregularities,  hit-and-miss  methods  to  re¬ 
move  the  troubles  are  to  be  strictly  avoided.  All  parts  of  the 
fuel  oil  delivery  mechanism  are  to  be  tested  out  in  proper 
sequence  for  correct  adjustment.  Observe  the  exhaust  of  each 
cylinder  by  opening  the  indicator  or  test  cocks,  allowing  the 
gases  to  blow  on  a  moistened  piece  of  white  paper.  Cylinders 
firing  properly  will  leave  no  carbon  on  the  paper.  Inspect  fuel- 
oil  lines,  spray  air  lines,  and  holes  in  spray  valves  for  clogging. 
Remember  that  adjusting  the  amount  of  fuel  oil  delivered  to  a 
cylinder  does  not  remedy  irregularities  or  change  the  shape  of 
the  card,  but  merely  changes  the  superficial  area. 


Test  of  ila-sks. 


Test  of  ex¬ 
haust.  lines. 


Air-intake 

ducts. 


Cleaning  fuel- 
oil  system. 


Cams  and  spray 
valves. 


Intake  and  ex¬ 
haust  valves. 

Zincs. 


Indicator  dia¬ 
grams. 


7-414 


CHAPTER  7,  SECTION  IV. 


Adjustment,  of 
Indicator. 


Necessity  for 
conforming  with 
specifications. 


Strict  compli¬ 
ance  with  origi¬ 
nal  specifica¬ 
tions. 


Prospective 
changes  to  be 
referred  to  bu¬ 
reau. 


7-875.  In  taking  indicator  cards,  care  must  be  taken  that  both 
the  indicator  and  its  drive  are  in  proper  working  order.  The 
indicator  piston  must  move  freely  in  its  cylinder  without  stick¬ 
ing,  and  must  he  kept  lubricated.  The  -stylus  arm  must  move 
freely  and  without  play  in  its  links.  Closely-woven  hemp  twine, 
with  as  little  elasticity  as  possible,  must  be  used  for  the  drive, 
and  the  lead  of  the  twine  must  be  such  that  it  will  run  smoothly 
back  and  forth.  The  indicator  holes  should  be  blown  out  by 
opening  the  indicator  cocks  before  attempting  to  take  cards.  See 
Arts.  7-657  to  7-675. 

7-876.  In  order  to  insure  successful  operation  of  Diesel  en¬ 
gines  in  service,  all  repairs  and  replacements  must  be  in  strict 
accordance  with  original  plans  and  specifications.  The  bureau  is 
of  the  opinion  that  many  casualties  to  Diesel  engines  may  be 
traced  to  improper  methods  of  making  repairs,  and  desires  to 
emphasize  the  necessity  of  employing  only  accurate  and  correct . 
practices  in  effecting  repairs  to  engines  of  this  type.  The  high 
speeds,  temperatures,  and  pressures,  and  the  reciprocating  motion 
with  its  attendant  complicated  lubrication  and  cooling  systems, 
render  repair  methods,  which  are  usually  successful  on  other 
types  of  engines,  unsatisfactory  with  Diesel  engines.  The  de¬ 
signed  dimensions,  clearances,  and  lifts  have  been  developed  as 
the  result  of  experience,  tests,  and  protracted  periods  of  opera¬ 
tion  under  capable  supervision.  In  many  cases  slight  deviation 
from  the  design  will  cause  seizures,  serious  overheating,  burned- 
out  bearings,  or  failure  of  valves,  plungers,  or  other  parts.  The 
materials  specified  for  use  have  been  adopted  after  careful  con¬ 
sideration  and  study  of  the  failures  of  material  in  service  and 
the  specifications  covering  the  manufacture  of  these  materials 
are  based  on  the  best  available  information. 

7-877.  To  prevent  casualties  due  to  improper  repair  methods 
it  is  directed  that  no  deviation  shall  be  made  from  the  require¬ 
ments  of  the  original  drawings  and  specifications  covering  the 
combustion  spaces  and  high  speed  reciprocating  parts  unless  spe¬ 
cifically  authorized  by  the  Bureau  of  Engineering.  No  welding 
shall  be  done  on  any  of  the  above-mentioned  parts,  nor  shall 
welding  or  patching  be  done  on  stationary  or  noncombustion  parts 
in  any  case  where  strength  of  material  is  one  of  the  important 
considerations. 

7-878.  All  navy  yards,  submarine  bases  and  tenders,  and 
crews  of  submarines  should  be  impressed  with  the  necessity  of 
accurate  and  correct  methods  of  effecting  repairs  to  Diesel  en¬ 
gines.  In  case  there  is  any  reason  to  believe  that  a  deviation 
from  the  requirements  as  shown  on  the  plans  and  specifications 
will  give  better  results,  it  is  desired  that  recommendation,  ac¬ 
companied  by  full  information,  be  submitted  to  the  bureau.  If, 
after  review  of  the  data  available  in  the  bureau,  the  suggested 
change  appears  to  have  merit,  an  experimental  test  will  be  au¬ 
thorized  on  an  appropriate  installation  in  the  Experimental 
Division  and  submarines  which  have  been  designated  for  experi¬ 
mental  work.  The  bureau  will  base  its  final  decision  on  the 
result  of  this  test.  It  is  not  the  bureau’s  desire  to  discourage 
criticisms  or  comments  from  the  forces  afloat  or  from  navy  yards 


DIESEL  ENGINES. 


7-415 


and  submarine  bases  concerning  changes  in  material,  dimensions, 
clearances,  tolerances,  etc.,  or  in  regard  to  economical  methods  of 
repair.  However,  it  is  of  first  importance  that  recommendations 
be  passed  on  by  the  bureau  in  order  that  a  thorough  and  conclu¬ 
sive  test  may  be  held  by  one  of  the  vessels  especially  assigned 
to  this  class  of  work  before  changes  are  undertaken  on  other 
vessels. 

7-879.  Do  not  permit  minor  repairs  to  accumulate.  Unexpected 
operation  orders  may  then  require  the  work  to  be  hurriedly  and 
carelessly  done. 

7-880.  Before  commencing  any  sort  of  overhaul  of  the  engine, 
precautions  against  unintentional  starting  of  the  engine  must  be 
carefully  carried  out.  The  main  engine  clutch  must  be  dis¬ 
engaged. 

7-881.  Piston  heads  must  be  kept  free  from  excessive  carbon. 

7-882.  (a)  Remove  the  working  pistons  periodically  as  neces¬ 
sary  to  keep  the  working  and  wiper  rings  in  good  condition. 

( b )  In  assembling  pistons,  when  dowel  pins  for  rings  are  in¬ 
stalled,  they  must  be  in  the  position  indicated  on  the  plans.  Clear¬ 
ance  between  the  top  of  the  piston  and  the  cylinder  heads  must 
be  strictly  in  accordance  with  the  plans.  Too  much  play  between 
the  cylinder  head  and  the  piston  in  the  air  compressor  reduces  its 
over-all  efficiency.  Adjustment  of  clearance  is  made  in  the  same 
manner  as  for  working  pistons.  Ring-tip  clearances  must  be 
carefully  checked  before  fitting  new  rings  by  placing  the  ring 
alone,  separate  from  the  pistons,  in  the  cylinder. 

(c)  In  reinstalling  a  piston  it  must  be  carefully  lubricated, 
and  dimensions,  clearance,  and  position  of  rings  carefully  checked. 
The  ends  of  the  rings  must  have  the  proper  clearance  and  the  ex¬ 
act  diameters  of  the  pistons  must  be  compared  with  that  of  the 
cylinders.  The  instructions  for  each  particular  installation 
should  be  referred  to  the  proper  clearances. 

(d)  When  a  new  piston  is  installed  it  must  be  carefully  lubri¬ 
cated  and  after  the  engine  is  started  given  extra  lubrication. 
The  engine  should  be  turned  over  slowly,  or  with  the  main  motors, 
for  30  minutes.  Full  load  should  not  be  applied  until  after  at 
least  24  hours  of  operation. 

7-883.  Compressions,  hot,  should  not  vary  more  than  10  pounds 
between  cylinders.  Compression  is  adjusted  by  means  of  shims 
under  the  foot  of  the  connecting  rod.  Great  care  must  be  taken 
to  use  shims  of  uniform  thickness,  in  order  to  insure  that  the  rod 
is  properly  lined  up. 

7-884.  A  loose  bearing  is  usually  detected  by  a  slight  knock. 
When  starting  up  after  scraping  in,  take  great  care  to  see  that  it 
does  not  run  hot.  If  necessary,  slacken  the  bearing  cap  nuts  and 
put  in  an  extra  shim.  Take  great  care  in  installing  new  bearings 
not  to  spring  the  crank  shaft.  Check  the  clearances  carefully. 

PART  4.— TESTS  AND  INSPECTIONS. 

7-895.  The  following  tests  and  inspections  shall  be  made,  and 
the  results  logged : 

(o)  In  order  to  keep  engines  in  reliable  running  condition,  it  is 
necessary  to  dismount  certain  parts  periodically  for  examination, 


Repairs  not 
to  accumulate. 


P  r  ec  a  u  lions 
before  overhaul. 


Carbon. 

Care  of  pis* 
tons. 


Compressions. 


Bearings  aid 
pins. 


7-416 


CHAPTER  7,  SECTION  IY. 


cleaning,  grinding  in,  etc.  The  interval  of  time  for  this  routine 
work  is  issued  with  the  individual  instructions  for  each  installa¬ 
tion. 

(b)  Test  lubricating  oil  for  the  presence  of  salt  water  before 
getting  under  way,  and  once  each  watch. 

( c )  Inspect  exhaust  on  outboard  side  of  engine  at  least  once 
each  watch. 

{d)  Idle  machinery  is  to  be  turned  over  daily. 

(e)  Spray  valves  are  to  be  given  a  complete  turn  every  48 
hours  on  long  runs,  to  prevent  sticking  of  spindle. 

if)  Air-compressor  valves  are  to  be  removed  and  inspected  at 
least  every  150  service  hours. 

(</)  Atomizer  holes  are  to  be  cleaned  at  least  once  a  week. 

( h )  Inspect  cams  and  spray  valve  needles  once  a  week. 

( i )  Air  intake  and  exhaust  valves  shall  be  carefully  examined 
every  two  weeks  and  ground  in  as  necessary. 

( j )  Fuel  measuring  pumps  and  valve  timing  adjustments  and 
settings  shall  be  tested  once  a  month. 

(k)  Governors  and  governor  gear  shall  be  tested  once  a  month. 

(l)  Relief  valves  shall  be  tested  every  three  months. 

( m )  Inspect  zincs  quarterly. 

( n )  Air  compressor  pistons  are  to  be  withdrawn  and  cleaned  at 
least  once  in  six  months. 

(o)  Exhaust  mufflers  and  exhaust  lines  shall  be  inspected  and 
cleaned  every  six  months. 

(p)  Fuel  oil  lines  and  tanks  shall  be  cleaned  every  six  months. 

{q)  Starting  and  spray  air  flasks  shall  be  tested  hydrostati¬ 
cally  at  pressures  50  per  cent  in  excess  of  working  pressure  at 
intervals  not  to  exceed  two  years. 

PART  5.— SAFETY  PRECAUTIONS. 

7-900.  (a)  Engines  shall  not  be  started  after  diving  until  steps 
have  been  taken  to  insure  that  there  is  no  water  in  the  cylinders. 

(b)  When  starting  from  cold,  the  load  on  the  engine  shall  be 
built  up  gradually. 

(c)  Engines  shall  not  be  run  at  critical  speeds,  so  marked  on 
the  tachometers,  except  in  case  of  emergency. 

( d )  Neither  the  designed  M.  E.  P.  nor  the  limiting  piston  speed 
as  designed  for  each  installation  shall  ever  be  exceeded. 

(e)  If,  at  any  time,  the  pressure  on  the  lubricating  oil  system 
or  in  any  stage  of  the  air  compressor  falls  below  the  normal  pres¬ 
sure,  the  engines  shall  immediately  be  stopped  and  reported  “  out 
of  order”  until  the  cause  is  found  and  remedied.  The  normal 
pressures  and  temperatures  to  be  maintained  are  laid  down  in  the 
operating  instructions  for  each  particular  installation,  and  shall 
be  carefully  followed. 

(/)  If  the  proper  amount  of  circulating  water,  or  lubricating 
and  piston  cooling  oil,  can  not  be  maintained  and  the  tempera¬ 
tures  are  too  high.,  the  engine  shall  be  stopped. 

(g)  Under  no  circumstances  shall  a  large  amount  of  cold  water 
be  allowed  suddenly  to  enter  a  hot  engine. 


DIESEL  ENGINES. 


7-417 


(ft)  Engines  shall  be  kept  clean  at  all  times,  and  the  accumu¬ 
lation  of  oil  in  the  bilges  or  other  pockets  shall  be  strictly 
guarded  against. 

( i )  When  the  engines  are  stopped,  all  spray  and  starting  air 
lines  must  be  vented.  If  pressure  is  left  on,  serious  accident  may 
result. 

( j )  Care  must  be  taken  that  water  in  the  bilges  does  not  reach 
electrical  machinery  or  wiring,  particularly  when  on  an  uneven 
keel. 

( k )  In  freezing  weather  all  parts  containing  water  and  sub¬ 
ject  to  freezing  shall  be  carefully  drained. 

( l )  When  spray  valve  needles  are  removed,  precautions  shall 
be  taken  to  see  that  fuel  oil  is  not  pumped  into  the  cylinders  by 
hand  pump,  or  a  dangerous  explosion  may  occur  on  starting. 

( m )  If  one  of  the  relief  valves,  either  on  the  working  cylinders 
or  air  compressors,  blows  several  times,  the  engine  shall  be 
stopped  immediately,  and  the  cause  of  the  trouble  determined  and 
remedied. 

(n)  Relief  valves  shall  never  be  locked  closed,  except  in  case 
of  emergency. 

(o)  To  prevent  casualties  due  to  improper  repair  methods,  no 
deviation  shall  be  made  from  the  requirements  of  the  original 
drawings  and  specifications,  unless  specifically  authorized  by  the 
Bureau. 

(p)  The  cause  of  any  unusual  noise  or  knocks  shall  be  imme¬ 
diately  investigated,  and  steps  taken  to  remedy  the  trouble. 

( q )  When  the  main  engines  are  running  and  it  is  required  to 
ventilate  inboard,  batteries  should  never  be  charged  to  such  a 
state  as  to  gas  freely.  It  has  been  definitely  determined  that 
under  these  conditions  the  air  supplied  to  engines  is  strongly 
contaminated  with  sulphuric  acid  vapors,  which  combine  with  the 
iron  and  carbon  in  the  form  of  ferrous  sulphate,  an  extremely 
hard  and  gritty  substance,  directly  resulting  in  destroying  lubri¬ 
cation  and  scoring  bearing  and  rubbing  surfaces.  In  other  words, 
finishing  charges  and  overcharges  should  always  be  made  under 
conditions  permitting  of  outboard  battery  ventilation. 

7-910.  PART  6.— REPAIR  GUIDE  LIST. 

Diesel  engines — Two  or  four  cycle. 

_ Engine. 


Done. 


Not 

Done. 


1 .  Refer  to  necessary  blue  prints . . 

2.  Refer  to  previous  data . 

3.  Take  cylinder  compressions  (hot) . 

■I.  Overhaul  working  cylinders: 

(a)  Remove  pipe  connections . 

( b )  Remove  rocker  arms . 

(c)  Remove  all  valves  and  cages . 

(d)  Examine  cam-shaft  bearings . 

( e )  Remove  cylinder  heads . 

(/)  Remove  pistons  and  connecting  rods 

5.  Overhaul  air  compressors: 

(а)  Remove  pipe  connections . . 

(б)  Remove  valves,  cages . . 

(c)  Remove  cylinders . . 

(<Z)  Remove  pistons  and  connecting  rods 


7—418 


CHAPTER  7,  SECTION  IV. 


Diesel  engines — Tvx>  or  four  cycle — Continued. 


6.  Overhaul  scavenger  pump  on  two-cycle  engines . 

(a)  Remove  scavenging  receiver . 

( b )  Remove  slide  valve  and  piston  or  shutter  valve . 

(c)  Remove  cylinder  head . 

( d )  Remove  pistons  and  connecting  rod . 

7.  Record  condition  of  all  cylinder  walls,  scores,  and  abrased  surfaces _ 

(a)  Measure  and  record  cylinder  diameters . 


Done. 


Not 

Done. 


Top. 

Middle. 

Bottom. 

Fore  and  aft- . 

Athwartship . 

Any  other  diameter . 

8.  Inspect  for  condition  of  liner  joints,  top  and  bottom 

9.  Examine,  clean,  and  grind  the  following  valves: 

(a)  Spray . 

(5)  Exhaust . 

(c)  Inlet . . . 

( d )  Air  starting . 

(e)  Relief  (test  relief) . 

if)  Indicator  cock . 

ig)  Fuel  oil  by-pass  and  check . 

( h )  Spray  air  check . 

(0  First-stage  air  compressor  suction . 

( j)  First-stage  air  compressor  discharge . 

(7c)  Second-stage  air  compressor  suction . 

( l )  Second -stage  air  compressor  discharge . 

( 77i )  Third -stage  air  compressor  suction . 

(n)  Third-stage  air  compressor  discharge . 

(o)  Fourth -stage  air  compressor  suction . 

(p)  Fourth-stage  air  compressor  discharge . 

10.  Remove  wrist  pin . 

(а)  Examine  and  take  clearances . 

(б)  Examine  bushing . :  renew . 

(e)  Examine  locking  device . 


11.  Examine  piston. 

(a)  Measure  and  record  piston  diameters 


Top. 

Middle. 

Bottom. 

Fore  and  aft . 

Athwartship . 

Anv  other  diameter . 

12. 

13. 

14. 


15. 

16. 
17. 


18. 


Clean . 

(c)  Remove  splash  plate  and  clean  out  piston  head . 

(d)  Examine  and  clean  piston  cooling  lines  and  valves. . . . 

( e )  Clean  and  examine  piston  rings . ;renewr . 

Examine  gaskets  (cylinder  heads) . ; renew . 

Examine  gears . (idler  and  camshaft) ;  vertical  shaft. 

Remove  fuel  measuring  pump . 

(a)  Disassemble  ana  clean . 


(6)  Renew  parts  asnecessary . 

(c)  Repack . 

Remove  and  overhaul  governor  if  necessary . 

Remove  exhaust  elbows  and  renew  studs . 

Remove  cylinders . ;remove  scale  and  mud  from  water  jackets. 

(a)  Test  water  jackets  to  designed  pressure . 

Take  out  plugs  in  crankshaft  and  flush  out  oil  passages  with  kerosene. . 


fj 

JP 


% 


DIESEL  ENGINES, 


7-419 


Diesel  engines — Two  or  four  cycle — Continued. 


19. 


20. 

21. 

22. 

23. 


24. 

25. 

26. 

27. 

28. 

29. 

30. 

31. 

32. 

33. 

34. 


Done. 


Not 

Done. 


Overhaul  bearings . . 

(а)  Take  loads;  adjust  if  necessary . 

(б)  Tako  bridge  gauge  readings,  compare  with  original  for  check 

on  alignment  of  shafting . . . 


Bearing. 

Condition. 

Clear¬ 

ance 

after 

fitting. 

Thick¬ 

ness 

of 

shims. 

Thick¬ 
ness 
•  of 
leads. 

Bridge 

gauge. 

Bear¬ 

ing. 

Jour¬ 

nal. 

_ 

_ 

(c)  Remove  oil  pipes . 

( d )  Note  marks  on  bearing  nuts . 

( e )  Remove  bearing  nuts  and  cap  brasses. . 

Test  gauges . 

Examine  and  test  air  cooler . ;  renew  tubes . ;  retin 

Examine  and  test  oil  cooler . ;  renew  tubes . 

Examine  clutch . ;  renew  necessary  parts . 

(a)  Check  adjustment  of  shoes . 

(&)  Measure  tooth  clearance  of  jaw  type  clutches . 

Examine  holding  down  bolts  and  coupling  bolts . 

Replace  bearing  caps  and  shims . 

Replace  cylinders . 

Reassemble  and  replace  pistons  and  connecting  rods . 

Replace  gaskets  and  cylinder  heads . 

Replace  valves  and  cages . 

Replace  rocker  arms . 

Replace  piping . . . 

Replace  scavenger  pump . 

Test  all  nut  keepers,  split  pins,  keys,  etc.,  for  tightness . 

Set  valves  and  take  clearances  between  cams  and  rollers . 

(a)  Take  cylinder  compressions  (hot) . 


Valve. 

Opens. 

Closes. 

Opens. 

Closes. 

Clear¬ 

ance. 

35.  Take  air  compressor  axial  clearance . 

(a)  First  stage . 

( b )  Second  stage . 

(c)  Third  stage . 

( d )  Fourth  stage . 

(e)  See  that  top  ring  overrides  top  of  cylinder . 

36.  Examine  thrust  bearing . 

37.  Examine  motor  bearings . 

38.  Examine  steady  bearings . . . 

39.  Examine  stern  tube  bearing.  Take  clearance  in  dry  dock . 

40.  Examine  brake . . . 

41.  Cleanlubrication  system  and  test  on  assembly  to  designed  pressure _ 

42.  Overhaulcirculating  water  pumps . 

43.  Overhaullubricating  oilpumps . 

44.  Overhaulfuel  oilsupply  system  and  sump  tanks  and  test  on  assembly 

to  designed  pressure . 

45.  Blow  out  all  oil,  air,  and  water  piping  writh  steam  or  air . 

46.  Clean  exhaust  pipes,  mufflers  and  connections . 

47.  Examine  and  regrind,  if  necessary,  inside  and  outside  exhaust  valves. 

(a)  Overhaul  pneumatic  gear  if  fitted . 


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INDEX 


A. 

Article. 

Adjustment  of  indicators. . . 7-875 

Air  compressors  and  coolers,  overhaul. . .  7-863 

Air  coolers  and  separators. . . . 7-866 

Air  intake  and  exhaust  valves,  overhaul . 7-859 

Air  intake  ducts... . 7-869 

Air  lines,  test  of . . 7-810  (l) 

Air  starting  valve  leaks . . . . . 7-864 

Atomizers,  dirty . .  7-858  ( b ) 

B. 

Bearings  and  pins,  clearances _ 7-884 

Bilges,  inspection  of... _ 7-838 

Building  up  load  after  cold  starting.. . .  7-821 

C. 

Cams  and  spray  valves . 7-871 

Carbon . . 7-881 

Care  in  cleaning . 7-837 

C are  of  pistons . . . 7-882 

Causes  of  excessive  M.  E.  P . . 7-825 

Circulating  water. .  7-827  to  7-829 

Cleaning,  care  in . . 7-837 

Cleaning  fuel-oil  system . 7-870 

Clearance  of  bearings  and  pins _ _ 7-884 

Compliance  with  specifications _  7-876  to  7-878 

Compressions . 7-883 

Compressors,  draining  of . 7-830 

relief  valves . 7-865 

Cooling  water . 7-810  (i) 

Critical  speeds . . 7-820 

Cylinder  relief  valves.. . 7-860 

D. 

Danger  of  cold  water  in  a  hot  engine . . 7-828 

Descriptive  pamphlets . . 7-801 

Determination  of  maximum  M.  E.  P . 7-823 

Deviation  from  specifications  to  be  reported 

to  bureau . 7-878 

Draining  of  flasks  and  compressors . 7-830 

Ducts,  air  intake . 7-869 

E. 

Electric  motor,  starting  by.. . 7-813 

Engine  exhaust . 7-836 

Excessive  M.  E.  P.,  causes. . 7-825 

Exhaust  from  engine . 7-836 

Exhaust  lines,  test  of . . . 7-868 

Exhaust,  outboard,  inspection  of . 7-838 

F. 

Failure  of  circulating  water . . 7-829 

Familiarity  with  details _ 7-800 

Flasks,  draining  of _ _ 7-830 

test  of . 7-867 

Freezing  weather,  precautions  during... . 7-856 

Fuel-oil  pump _ _ _  7-810  ( k ) 

Fuel-oil  system,  cleaning . 7-870 

inspection _ _ 7-810  (/)  ( g ) 

Fuel  pumps  and  valve  timing . 7-S61 


a. 

Article. 


Governors . . 7-862 

Guide  list,  repair.. . . . 7-910 

I. 

Indications  of  overload. . ... . .  7-826 

Indicator  cards  in  determining  M.  E.  P _ 7-824 

diagrams . . .  7—874;  7-875 

Inspection  and  lubrication  of  moving  parts..  7-831 
of  bilges  and  outboard  exhaust . . .  7-838 

of  cams  and  spray  valves.. . 7-871 

of  intake  and, exhaust  valves _ 7-872 

of  oiling  system. . . . 7-832 

of  pressure  after  starting . 7-812 

of  zincs . 7-873 

Inspections  and  tests . . 7-895 

before  starting . 7-810 

Instructions  regarding  care  and  repair,  gen¬ 
eral . 7-854 

to  be  studied . 7-801 

Intake  and  exhaust  valves . 7-872 

J. 

Jacking  of  engine . . .  7-855  (c) 

L. 

Laying  up  of  engines  temporarily . 7-855 

Leaks  in  air  starting  valves . . 7-864 

Limiting  M.  E.  P.  and  piston  speed . 7-822 

Lubricating  and  cooling  oil . 7-810  (A) 

Lubrication . . . 7-831  to  7-833 

M. 

Maximum  M.  E.  P.,  determination  of.. . 7-823 

Mean  effective  pressure .  7-823  to  7-826 

O. 

Observations  while  submerging . . . 7-846 

Overhaul  of  air  compressors  and  coolers _ 7-863 

Overhaul  of  air  intake  and  exhaust  valves _ 7-859 

cylinder  relief  valves . 7-860 

spray  valves . . 7-858 

Overhaul  periods.. . . 7-857 

precautions  before.. . 7-880 

Overload,  indications  of . . 7-826 

P. 

Pamphlets,  descriptive . . 7-801 

Periods  of  overhaul . . 7-857 

Pistons,  care  of. . 7-822 

Precautions  before  overhaul . 7-880 

Precautions  in  freezing  weather . 7-856 

Precautions,  safety . . 7-900 

Pressure,  excessive,  prohibited . . . 7-822 

inspection  of  after  starting _ 7-812 

Priming  fuel  lines _ _ _ 7-810  (m) 

Procedure  immediately  before  starting . 7-81 1 


7-421 


7-422 


INDEX 


3  0112  062295586 


R.  Article. 

Relief  valves,  compressor . 7-865 

cylinder... _ _ _ 7-860 

Repair  guide  list . 7-910 

Repairs,  compliance  with  specifications .  7-876, 

to  7-878 

not  to  accumulate . 7-879 

Rocker  arm  rollers . . 7-835 

Routine  tests  and  inspections . 7-895 

S. 

Safety  precautions . 7-900 

Separators . 7-866 

Specifications,  compliance  with .  7-876  to  7-878 

Speed,  excessive,  prohibited . 7-822 

Speeds,  critical.  _■ . 7-820 

Spray  air . . . 7-810  (j) 

Spray  valves  and  cams . 7-871 

overhaul . 7-858 

Starting  and  spray  air... . 7-810  (j) 

Starting  by  electric  motor . 7-813 

cold,  building  up  load . 7-821 


Article 

Starting  inspections  before . 7-811 

procedure  immediately  before . 7-81 

Stopping  the  engine . . . . . 7-84. 

Submerging,  observations  while . 7-84i 


T. 


I 


Temperature  of  air  from  air  cooler . 7-83j 

of  circulating  water . . 7-8: 

of  lubricating  oil . . 7-: 

Test  of  air  lines... . 7-810 

exhaust  lines . 7-1 

flasks . 7-86' 

Tests  and  inspections . . . . . 7-89.: 

Textbooks  and  periodicals _ _ 7-801  (2 


Valves,  air  intake  and  exhaust,  overhaul . 7-85! 

in  cylinder  head . 7-810  ( b )  (c)  (d)  ( e 

timing . 7-86 


Z. 


Zincs,  inspection  of . r  7-875 


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UBR3RT  nr 


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